Engine



C. E. PRATT.

` ENGINE'.

APPLICATION FILED sEPT.25. I9I6.

fbrarzce. Pfaff'.

Patented June `17', 1919.

2 SHEETS-SHEET I' C. E. PRATT.

y ENGINE.

APPLICATION man sEPT.25.191e.

Patented June 17, 1919.

2 SHEETS-SHEET 2.

lill!!! A if Z0 yuivrTED sTATEs PATENT oEEIoE.

CLARENCE E; PRATT, 0E DALLAS, TEXAS.

ENGINE.

To all whom it may concern:

Be it known that I, CLARENCE E. PRATT, citizen of the United States, residing at Dallas, in the county of Dallas and State of Texas, have invented a certain new and use'- ful Improvement in Engines, of .which the following is a full, clear, concise, and exact description, reference being had to the ac companying drawings, forming a partv of this specification.

My invention relates to engines which employ governors having inertia bars or .governing weights and, in one characteristic of the invention, the inertia bars constitute parts of counterweights that are provided to counterbalance engine cranks. In accordance with another feature of the inven-A tion the inertia bars are caused to operate in oil chambers that are in the nature of dash pots to cushion the movements of the governor parts. g y

These and other features of my Vconstruction will be fully set forth by reference to the accompanying drawings showing the preferred embodiment thereof and in which Figure 1 is a side view, partially in section, of an engine equipped infaocordance with the invention; Fig. 2v is a sectional view on line 2 2 of Fig. 4; Fig. 3 is a sectionalview online 3 3 of Fig. 4; Fig. 4 is a .sectional view on line 4 4 of Fig. 5; and Fig. '5 is a sectional view on line 5 5 of Fig. 4.

Like parts are indicated by similar characters of reference throughout the different figures. v

The engine illustrated is of the type disclosed and claimed in my co-pending application Serial No. 62,692,filed November 22, 1915, but the invention is not' tobe limited in its application to engines of that type. This engineis a high speed self-oiling steam engine whose base 1' supports the engine frame 2 aty whose forward end there is carried the usualv engine cylinder 3 and valve chest 4, while at whose rear end there is provided a bearing 5 in which the main engine shaft 6 is turned.V The piston within the cylinder 3'has the usual piston rods 7 in connection with the crosshead 8, the crosshead having the usual connection with one end of a pitman 9 Awhose other end is connected with a crank pin 10. This crank pin is mounted upon a crankll which is in fixed relation with the shaft 6, the crank being desirably formed integrally with the shaft and having an integral continuation Specication of Letters Pate-nt.

'Patented June 17, 19119.

Application led September 25, 1916. Serial No. 121,932.

12 upon the other side of the shaft diametrically opposite the crank to constitute a portion of the Vcounterweight for the crank. The counterweight 12 is desirably in the form of a segment of a circle concentric with the shaft,'this counterweight dipping within the oil that is providedin the botton` of the crank case 13 in which the governor is disposed for the purpose of splashing oil and casting it forwardly to oil the crosshead and other parts of the engine at the cylinder end thereof Vand to deposit oil upon other bearings, there being provision for returning the oil to the crank case so that it may be used over and over again as is Vwell understood by those familiar with the art. The oil in the crank case is desirably maintained at a sufficient depth to enable the outer end of the crank arm 11 also to dip intothe oil on each revolution of the engine shaft whereby the crank pin is thoroughly lubricated.

The counterweight A12 is cast with a slot or opening 14 therein which is of such shape as to accommodate the inertia bar or governing Weight 15 throughout the range of movement of such inertia bar. ThisV slot also has an enlargement 16 to accommodate the attachment 17 that unites theV inertia bar withthe governor springlS, the inertia bar having several pockets 19' located at different distances from the pivot V20 of the 'inertiabar wherebyv theV spring may be adjusted in its connection with the inertia bar toward or froml its pivot.` AA peripheral band 21 is Vconcentric with the shaft 6 and is bolted tothe counterweight 12 to close the slot or opening 14 at the periphery of the counterweight whereby the slotv also forms an oil containingpocket to which oil is vtransferred from the bottom of the crank case` when the counterweight 12 passes through the oil. VThe 'oil in the lpocket 14 operates to retard the movement of the inertia bar and the governor parts connected therewith. The crank arm 11 has vcast integrally therewith webs 22, 23 carrying an arcalfbridge 24 that is concentric with the engineshaft `6 and to whichthe band 21 is bolted. The spring18 is anchoredl to the web'or anchorage 22at 22 as indicated clearly in Fig. 4.

' The valve rod 25 is pivotally connectedl with the upper end of a rocker arm 26 intermedi'ately pivoted .at'27 upon and within l an enlargement of the engine case, as fully set forth in my said cci-pending application, the mounting for the roc-ker arm being in a position to be reached by some of the oil which is cast upwardly by the counterweig-ht l2 and the crank arm 11. The lower part of the rocker arm is pivotall'y connected with one end of the reach rod 28, the other end of this reach rod being pivotally connected with one arm. 29y of a bell crank lever on the back side of the cra-nk pin, this bell crank lever includ-ing in its formation an elbow shaft 3()y that passes through the crank and cran-k pin l()l to theV other arm 31 of the bell crank lever. This latter arm of the bell crank is connected by a link 32 with the inertia bar 15. The reach rod operates in a vertical pla-ne parallel with the plane in which. the pitman 9 operates, thisrod and its connections with; the rocker arm and inertia bar being located within the engine case so5 as to be reached by oil or other lubricant which is cast upwardly by the rotating parts within the crank case.

The operation of the governor will be well understood without further explanation, while the advantages of disposing the inertia bar within the. counterweight will: be readily appreciated by thosey familiar with the art, one of these advantages residing in making the inertia b-ar a supplement to the counterweight thereby lessening the aggregate weight of the inertia bar an d counterweight for the crank arm while at the same time-provision may be afforded in the counterweiglit element that isA integral. with the crank shaft vtoconta-in some retardingmeans such as liquid (preferably oilfrom the crank pit) fory checkingfthemovement of the iuertiabarfand: other governor parts.A My iinproved: connection of the" inertia: bar with they reach rod through? the crank pin is also ot much advantage inv construction, assembly and operation as is also the means by which the governor spring is anchored.

'Vhile L havel herein shown and particularly described the preferred embodiment of my invention l`v do not wish to be limitedv to the precise details of 'construction showny as changesA may readily be made without departing from the spirit of myinvention, but having thusf described my invention I' claim asnew andi desire` to secure by Letters Patent the following l. A steaml engine including an engine sliaft, acrank associated with said-'shaft and including a crank pin, a shaft extending through thecrank pin eccentric to the latter, a valve mechanisnna reach rod connected to the valve mechanism and operatively connected to one end of the second shaft, and a governor operatively connected to the other endr of.' the second shaft.

2; The combination with anv engine governor having a governing weight; of an engine crank; and a counterweight for the crank at which the governing weight is located to constitute a supplement to the counterweight.

3. The combination with an engine governor having a governing weight; of an engine cran-k; and a counterweight for the crank to which the governing weight is attached to constitute a supplement to the counterweight.

i. The combination with an engine governor having a governing weight; of an engine crank; and a counterweight for the crank at which the governing weight is located to constitute a supp-lement to the counterweight, the counterweight having a liquid' receiving pocket in which the governing weight operates and in which liquid may be disposed to retard movement of the governing weight.`

5. The combination with an engine governor having a governing Weight; of an engine crank; and a counterweight for the crank to which the governing weight is attached to constitute a supplement to the counterweight, the counterweight having a liquid receiving pocket in which the governing weight operates and in which liquid may be disposed to retard movement of the governing weight.

6. The combination with an engine governor having a governing weight; of an en:- gine cran; a counterweight for the crank at which the governing weight is located to constitute a supplement to the counterweight;v and means provided in connection with the counterweight for reta-rding movementfof the governing weight. Y

7.. The combination withl an engine governor having a governing; weight; of an engine crank; a counterweight for ther crank to whichthegoverning weight is attached to constitute a supplement toI the counterweight; and means provided in connection witlr the counterweight for retarding movement of the governing weight.

8. The combination with an engine governor; of an engineer-ank.; a reach rodi upon one side ofthe crank; a crank pin carried by the crank; a bell crank having one arm connected' with the reach rod andy including an elbow shaft passingv through the crank pin and crank, the other bell crank arm being upon the other side of the-crank; and a link connecting this latter bell crank arm with the governor.

9. The combination with an engine governor; of an engine crank; aI reach rod upon one side of the crank;r a bell.` crank having one arm: comiected with the reach rod and including an elbow shaftv passing through the crank, the other bell crank4 arm' bein upon the other side of the crank; and a link connecting'this" latter bell: crank arm with the governor.

l0. The combination with an engine governor.; of :1n engine crank; a. reach rod upon In Witness whereof, I hereunto subscribe' one 51de of the crank; a bell crank having my name this 19th day of Sept. A. D. 1916.-

one arm on one side of the crank and eon nected With the reach rod and its other arm upon the other side of the crank; and a. link Witnesses: connecting this latter bell crank arm with HENRY MENEZER, the governor. HERMAN SGHULZE.

CLARENCE E. PRATT.

Copies of this patent may be obtained for iive cents each, by addressing the Commissioner of :Pa-tents',- Washington, D. C. 

